| Frequently Asked Questions |
1. What is the Universal Transmission?
The Universal Transmission is the world’s first and only positively engaged, infinitely variable transmission (PE-IVT) and could reduce America’s dependence upon foreign oil by 40% or better. The working CAD prototype shows a transmission with an engaged neutral that requires no clutch or torque converter.
2. What’s unique about the Universal Transmission?
- It’s truly infinitely variable.
- It requires no clutch or torque converter, which reduces parts and expense.
- It’s constantly engaged.
- It doesn’t use friction to change gears.
- It has metal gears that always remain engaged, giving drivers maximum performance.
- It never disconnects the engine from the load like standard or automatic transmissions currently do.
- It’s green. The fuel savings alone is enough to dramatically reduce pollutants, reduce effects from fossil fuels, and encourage energy independence. The effect on our air, water, land and economy could be dramatic as the Universal Transmission makes electric and hybrid cars a reality in not only passenger vehicles, but large trucks as well.
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3. How does The Universal Transmission compare with existing transmissions?
This chart gives the basic points where existing transmissions can be compared.
Transmission Benefit
Comparisions
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Standard
Gear Box |
Automatic Transmissions |
CVTs |
Universal Transmission |
| Infinitely Variable |
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| Continuously Variable |
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| No Dynamic Friction |
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| For Electric Cars |
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| High Torque Abilities |
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| Engaged Neutral |
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| *Fuel Efficient |
+10 - 15% |
0 |
+10 - 25% |
+30 - 50% |
* compared to automatic transmission |
4. How will the Universal Transmission affect gas mileage? Can you really project “at least a 30% fuel savings” or “fuel savings of up to 30% or more?”
We must discuss all of this in a theoretical context because we can only extrapolate from existing data produced by other car manufacturers and the federal government. But, it’s good to examine the data to see “what could be.”
Let’s start with the easiest to prove. Because of the efficiency of the transmission you can reduce the size of your engine. Less weight improves gas mileage. A smaller engine generating more torque improves gas mileage. Frankly, if that’s all we did we’ll help automakers meet their CAFÉ standards that force automakers to increase their fuel standards by as much as 70%!
Next, examine the hybrid car. Already hybrid cars show a dramatic fuel savings of 40 to 60% (and more by some reports). But few are sold because they are too expensive, underpowered and undersized. We believe that because the Universal Transmission should replace the expensive
controller, hybrid cars will become competitive in price. And because the Universal Transmission allows great torque the hybrid engine can be put in compacts and Hummers alike. SUV’s with hybrid engines could have the power and gas savings.
Here’s the logical leap. If the American consumer could pick between a high powered, good size Cadillac that got great mpg and a small, underpowered Prius for about the same price, we think they’d chose the Cadillac. Should that occur, then it’s not out of the realm of possibility to find the hybrid engine dominating the market. Why would you not assume that dramatic fuel results... even 30% or more... might result? Now, add in the fact the Universal Transmission could also replace the expensive controller in all electric cars, making them competitive and you have more electric cars. The fuel savings increases from there. To say the Universal Transmission could save “up to 30% or more” on fuel consumption could be a very conservative statement.
If that wasn’t enough, consider this fact: About 50% of all oil for vehicles is consumed by trucks. If we’re able to put a Universal Transmission in a semi truck, fuel usage could rise from 5 mpg to perhaps a high of 6.5 mpg just from keeping the engine running in its “sweet spot” and never having to shift. Every time you shift you disconnect the engine from the load and you lose momentum or inertia. Going up hill requires dramatic uses of fuel just to recapture that momentum at every gear. Disconnect, lose momentum, add fuel, reconnect the gears and use more fuel.
Fuel will be saved because there is no clutch and the transmission is constantly engaged. Save fuel in trucks and you make a far stronger impact than saving fuel in cars. With an improvement of 5 mpg to 6.5 mpg in the big rigs, and more in smaller trucks, some of which could have electric or hybrid motors, there could be a 15 to 25% reduction of the fuel consumed in U.S. vehicles—just in trucks.
But, it’s all in theory. However, it’s still a reasonable extrapolation. |
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5. Why do you refer to the Universal Transmission as "the ultimate in green technology?"
The Universal Transmission might be one of the most green technologies ever invented. The fuel savings alone is enough to dramatically reduce pollutants, reduce effects from fossil fuels and encourage energy independence. The effect on our air, water, land and economy could be dramatic as the Universal Transmission makes electric and hybrid cars an affordable reality in not only passenger vehicles, but also large trucks as well.
6. How will the Universal Transmission change the hybrid (electric) vehicle industry?
The Universal Transmission will bring these 7 changes to the hybrid vehicle industry: Make the electric/hybrid cars competitively priced with standard vehicles.
- Eliminate the controller (used to regulate the amps being drawn out of a battery) in all electronic cars.
- Greatly reduce the size of the battery necessary to power hybrid vehicles.
- Increase battery life.
- Move the electric motor to its "designed rpms" (meaning it will always being running at optimal efficiency).
- Allow for the production of even lighter weight hybrid vehicles (increased performance and economy).
- Allow for the production of larger hybrid vehicles, including SUVs and mid-size trucks because it now has a transmission with an engaged neutral that can handle greater torque right out of neutral. For example, a hybrid engine could now be installed in a Ford F350.
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7. How will the Universal Transmission change the semi truck industry?
With this new transmission, drivers never need to change gears because the Universal Transmission has no clutch. Not only will truckers not need to shift gears but will also have the ratios needed to take their heaviest loads up an incline with ease. By installing the Universal Transmission in semi trucks, the U.S. will realize its greatest reduction in gasoline consumption because trucks account for about half of all gasoline or diesel consumed for transportation.
8. Billions of dollars have been spent over decades by transmission makers trying to create a transmission that was truly infinitely variable, clutchless, constantly engaged and didn’t use friction to change gears. How did VMT finally figure out how to do it?
Such is the nature of invention. We’re fortunate to have an inventor with great knowledge of gears but, even more important, a great passion for solving a difficult problem. That passion has led to a determination to find a solution. He’ll be the first to tell you, however, that anything truly unique in invention emanates from something beyond himself. Invention truly is 10% inspiration after 90% perspiration.
9. Why is the Universal Transmission considered “disruptive technology?”
It’s the first ever positively engaged, infinitely variable transmission. As such, it has the potential to eventually replace many of the existing transmissions, including automatic and manual transmissions, as well as the relatively new constantly variable transmission (CVT).
10. What types of transmissions can the Universal Transmission replace?
If a transmission requires a belt to connect to the drive train, uses friction or requires disengagement of gears to reach a higher gear, the Universal Transmission should replace it. That is most transmissions. It also replaces the controller in hybrids and electric cars making them competitive.
11. Is there a working model of the Universal Transmission?
Yes. We have a fully working 3D CAD (computer-aided design) prototype. The right strategic partner will put this into a functioning, in-vehicle prototype.
12. Electric and hydrogen cars currently have no transmission. Instead they use a controller. Why do you say your Universal Transmission could make the electric, hydrogen and hybrid cars competitive?
As noted battery expert John Wyall states: “As far as the difference between using a controller and using an IVT (Infinitely Variable Transmission like the Universal Transmission) is concerned, the IVT is cheaper and safer than the controller. The IVT allows you to use fewer cells, thus making the battery a manageable system with lower voltage, and a safer system. The controller-electric motor and gearbox system has about the same overall efficiency as a controller-less electric drive with an IVT.”
Let’s enlarge on this. Let's first discuss some basics of electrical generation and storage. We currently see two sources of energy for "alternative energy" vehicles, namely hydrogen and plug-in electricity.
HYDROGEN
There are two technologies surrounding hydrogen. One is called a "hydrogen converter" which uses DC voltage to split water into hydrogen and oxygen. These gases are used as the fuel in internal combustion engines and many other energy applications.
The other hydrogen technology is called the "hydrogen fuel cell." This uses hydrogen gas to produce electrons. Batteries also produce electrons. The use of electrons is described basically in two ways. The force pushing the electron "volts" and how many electrons are passing a particular point "amps." If we compared electricity to water the volts would be pressure and the amps would be flow.
PLUG-IN ELECTRICITY
Like hydrogen cells, batteries produce electrons to use instead of gasoline or diesel. Electrons from "plug-in electricity" must be stored and then drawn as acceleration is required. Just like water in a tank there are only so many electrons available to take with you. That’s why the number of electrons (amps) you use is so important. It’s all a trade off. One battery will provide enough voltage and amps to move a midsize car, just not very far. The further you want to go the more electron storage (batteries) you need to take with you. A good analogy would be this: consider a battery is equal to a gallon of gas. The tradeoffs are: Cost (for the batteries or hydrogen tanks), weight and range. Everyone wants low cost and weight and long range.
We all know the principles of "an object at rest tends to stay at rest" and "an object in motion tends to stay in motion." But it’s a fact that it takes more energy to get something moving than it does to keep it moving. Similarly, it takes more electrons (amps) for an electric motor to accelerate a car than it does to keep it going. Amps (number of electrons) melt things, explode things and kill people. To control this, a "controller" is needed. The controller in the hybrid or the electric car has to manage the amps when a lot of them are needed. Therefore, it has to be very robust to keep from melting—and that becomes expensive. Just like the combustion engine, an electric motor has an rpm where it runs most efficiently.
We’re advocating that it would be better to conserve the precious electron energy by using the mechanical advantage of VMT’s Universal Transmission (which is a full IVT), especially when the transmission costs less than the controller. Another benefit is a lower requirement for amps means you don’t need as many volts. A lower voltage battery is safer and less expensive.
Does this apply to fuel hybrids, hydrogen and plug-in electric cars? Yes. Same principles.
So, the question is: “Do you need both a controller and a transmission?” The answer is “NO.”
Now the next question is: “What’s the better choice, the controller or the transmission?” Both have advantages and disadvantages.
Controller Advantages
- The current electric, hybrid and hydrogen cars already have a controller that works.
Controller Disadvantages
- Because of the current system that uses the controller, amps are quickly sucked up when the motor starts or accelerates in any way. Distance of operation is greatly curtailed.
- The controller has an expense, as do the batteries.
- The batteries take up space and weight.
Transmission Advantages
- Greater range and torque that doesn't suck up amps would result.
- It will be significantly less expensive than the current controller/battery system.
- It should, in theory, produce a less expensive car with greater potential range and torque.
Transmission Disadvantages
- If a transmission is to be used it can only be infinitely variable. That poses a problem because...
- The only Infinitely Variable Transmission that exists in some form is the Universal Transmission.
In reality, the only disadvantage would be for those who choose to NOT license this technology from VMT, as we are the only ones that offer this patented technology. It should help make hybrid, electric and hydrogen and other alternative fuel engines more competitive.
13. What does the VMT in your company name stand for? Vernier Moon Torque.
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